US5490584A - Eddy current brake equipment with torque estimation - Google Patents

Eddy current brake equipment with torque estimation Download PDF

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Publication number
US5490584A
US5490584A US08/360,138 US36013894A US5490584A US 5490584 A US5490584 A US 5490584A US 36013894 A US36013894 A US 36013894A US 5490584 A US5490584 A US 5490584A
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United States
Prior art keywords
temperature
armature
power feed
feed setting
inductor
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Expired - Lifetime
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US08/360,138
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English (en)
Inventor
Michel Estaque
Philippe Gernot
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Safran Electrical and Power SAS
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Labavia SGE SARL
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Assigned to LABAVIA - S.G.E. reassignment LABAVIA - S.G.E. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ESTAQUE, MICHEL, GERNOT, PHILIPPE
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Assigned to LABINAL reassignment LABINAL ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: LABIVIA SGE
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K17/00—Asynchronous induction motors; Asynchronous induction generators
    • H02K17/02—Asynchronous induction motors
    • H02K17/32—Structural association of asynchronous induction motors with auxiliary mechanical devices, e.g. with clutches or brakes
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P15/00—Arrangements for controlling dynamo-electric brakes or clutches

Definitions

  • the present invention relates to eddy current equipment for braking a vehicle.
  • Equipment of this type conventionally comprises a portion (stator) that is fixed to the chassis of the vehicle and that includes inductor windings, and a moving portion (rotor) including an armature, and coupled to a rotary element of the vehicle, generally its transmission shaft.
  • the inductor windings are carried by the rotor and the armature is carried by the stator (see FR-A-2 667 741, for example).
  • inductor winding or more simply “winding” is used herein to cover both an inductor winding proper and a group of such windings that are permanently interconnected in series and/or in parallel. Each winding as defined in this way produces a magnetic field when powered by the vehicle battery.
  • the armature is a body of ferromagnetic material which, when moving relative to excited windings, has electrical currents known as "eddy" currents induced therein. Because of the resistivity of the armature, these eddy currents cause energy to be dissipated, and this results in the rotor, and thus the vehicle, being slowed down.
  • the energy is dissipated in the form of heat, and the rotor is commonly given a finned configuration suitable for disposing of said heat.
  • the driver of the vehicle can actuate a multi-position control lever to obtain a braking effect on the vehicle with a torque that varies depending on the position selected for the lever.
  • This variability is obtained by a set of relays each serving to excite one of the windings, with the number of relays in the closed-circuit position depending on the position of the lever.
  • the lever In a typical equipment, there are four inductor windings, and the lever has five positions corresponding respectively to 0, 1, 2, 3, and 4 of the relays being closed, with corresponding proportional braking torques being obtained.
  • An object of the present invention is to provide a brake equipment suitable for providing in simple manner information concerning the actual and/or available braking torque.
  • the invention thus provides an eddy current brake equipment for a vehicle, the brake equipment comprising a stator assembly and a rotor assembly adapted to be mounted on a transmission shaft of a vehicle, one of said assemblies including inductor windings and the other assembly including an armature facing the inductor windings.
  • the brake equipment also includes excitation means for selectively exciting the inductor windings from an electricity source of the vehicle in response to a power feed setting.
  • Processor means are provided to estimate the braking torque that can be provided by the equipment as a function of the speed of rotation of the rotor assembly, of the temperature of the armature, of the temperature of the inductor windings, and of at least one value for the power feed setting.
  • Applicants have observed that, surprisingly, a limited number of computation variables suffices to determine the braking torque.
  • the way in which torque varies as a function of these variables can be determined beforehand by performing tests on a physical example of the model of brake under consideration. During testing, the torque provided by the brake is measured at different values of the computation variables. The recorded data can then be processed digitally to derive a function that approximates to the relationship between torque and the computation variables.
  • the processor means included in brakes of the model in question are subsequently programmed with that function so as to be able to perform the desired estimation.
  • Another method consists in storing test results in a memory associated with the processor means of each brake of the model in question, with access thereto being under the control of an address generated on the basis of the computation variables.
  • a brake of the invention may have an inductor winding that is stationary or that is rotary.
  • a particular embodiment of the equipment of the invention further comprises a control member having a plurality of positions, and control means for establishing the power feed setting as a function in particular of the position of the control member, the processor means being adapted to estimate the braking torque as a function of the speed of the rotor assembly, of the temperature of the armature, of the temperature of the inductor windings, and of the value of the power feed setting established by the control means in order to estimate the braking torque actually produced by the equipment.
  • the processor means may be adapted to estimate at least one value of the braking torque that would be produced by the equipment for a predetermined value of the power feed setting.
  • This facility of estimating the torque that is available at one or more feed settings is obtained because of the fact that each of the variables used in computing the torque can be measured or evaluated independently of the real operation of the brake.
  • the processor means are adapted to evaluate in real time the temperature of the armature at successive instants, the temperature of the armature at each instant of the succession being evaluated by the processor means as a function of a plurality of computation variables comprising the armature temperature evaluated at the preceding instant of the succession, the speed of rotation of the rotor assembly, and the power feed setting applied to the excitation means, with the armature temperature as estimated in this way being taken into account when estimating the braking torque.
  • this disposition makes it possible to determine the temperature of the armature without having to use a sensor that is difficult to install and which may provide unreliable measurements.
  • FIG. 1 is a circuit diagram of a brake equipment of the invention.
  • FIG. 2 is a graph showing one example of how the armature temperature may vary as a function of time in an equipment of the kind shown in FIG. 1.
  • FIGS. 3 and 4 are graphs showing one way of determining the coefficients used when computing the torque in an equipment of the kind shown in FIG. 1.
  • the invention is described below, by way of example, with reference to a brake in which the armature rotates.
  • the four inductor windings 3 are included in a stator assembly 1, and the armature 6 is included in a rotor assembly 2.
  • Each winding 3 is constituted by a pair of coils, for example, with all eight coils being disposed about the transmission shaft (not shown) from the vehicle gear box, and having their axes parallel to said shaft.
  • the rotor 2 is constituted by a piece of cast steel having a central bore 4 designed for mounting securely to the transmission shaft.
  • the rotor 2 includes one or more disks perpendicular to the transmission shaft and constituting the armature 6 of the rotor. Between the armature 6 and the bore 4, each of the disks conventionally includes a finned structure 7 that provides ventilation while the transmission shaft is rotating.
  • the armature 6 is situated facing the windings 3 of the stator 1.
  • the rotor 2 includes one disk on either side of the stator, such that each rotating armature disk 6 faces a ring of magnetic poles as established by the windings 3 and of polarities that alternate from pole to pole.
  • Rotation of the transmission shaft generates eddy currents in the armature 6 whenever at least one of the windings is electrically powered by the vehicle battery 8.
  • braking torque is generated that increases with the number of windings that are excited, and simultaneously the armature heats up to an extent that is partially compensated by the ventilation from the fins 7.
  • the equipment includes excitation means 9 for selectively powering the windings 3 from the battery 8, which battery typically has a nominal voltage of 24 volts.
  • the excitation means 9 are constituted by four relays 11 each mounted between the positive terminal of the battery and one end of a respective winding 3, the other end of each winding being connected to the negative terminal of the battery 8.
  • the four relays 11 are independently controlled by four signals delivered by control means 12.
  • the control means 12 may be constituted by an electronic unit of the microcontroller type comprising a processor 13 associated with a memory 14 and with interface circuits 16 and 17.
  • the input interface 16 receives various electrical signals, including:
  • a signal from a five-position manual control member 18 such as a lever accessible to the driver of the vehicle, which signal is representative of the position P of said member
  • a signal from the tachometer 19 (illustrated as a dial in FIG. 1) that is associated with the transmission shaft for measuring its speed of rotation V;
  • the control means 12 may also receive other signals for performing other functions that are not explained herein since they are not directly concerned by the invention.
  • the input interface 16 shapes the above-mentioned signals and applies the corresponding values to the processor 13.
  • the processor is programmed to establish a power feed setting C on the basis of the values P, V, and Ts received by the interface 16.
  • the processor 13 delivers four signals via its output interface 17 for opening or closing each of the relays 11.
  • the setting C can take one of five values: 0, 1, 2, 3, or 4, causing a corresponding number of the relays 11 to be closed, i.e. causing a corresponding number of the inductor windings 3 to be excited.
  • the power feed setting C whose value may be taken either at the evaluation instant t n or else at the preceding instant t n-1 ;
  • the Applicant has determined that for most models of eddy current brake, the temperature of the armature can be evaluated with satisfactory accuracy by means of a polynomial function of the variables Tr n-1 , V, C, and Ts, such as:
  • a, b1, b2, c1, c2, d1, d2, e1, e2, f2, and kp0 are constant coefficients to be determined for each model, the speed V being expressed in revolutions per minute (rpm), the time interval ⁇ t in seconds, and the temperature Tr n , Tr n-1 , and Ts in degrees Celsius.
  • the set of coefficients and the data applicable to evaluating equation (1) is stored in the memory 14 of the control means 12 in each brake of the model under test.
  • the temperature of the armature can thus be evaluated in real time by the processor 13 without there being any need for a special sensor and without suffering the drawbacks associated therewith.
  • the evaluated temperature Tr n is used to establish the power feed setting C for the time interval ⁇ t following evaluation.
  • the processor 13 compares the evaluated temperature Tr n with a predetermined threshold Tmax whose value is stored in the memory 14 and is selected as a function of the particular model of brake. So long as Tr n remains less than the threshold Tmax, the setting C corresponds to the position P of the control lever 18, with the vehicle driver then actuating the lever 18 so as to set directly the number of windings that are excited, thereby obtaining a proportional amount of braking torque.
  • Tr n exceeds the threshold Tmax, then the processor 13 forces the power feed setting C to a value that is lower than the number which corresponds to the position of the lever 18.
  • Curve A shows how the temperature of the armature Tr varies for a vehicle that is travelling downhill and where the driver is making use of various different positions of the lever 18.
  • Tmax about 630° C. in the example shown
  • Dashed line curve B shows how Tr would have varied under the same conditions if the temperature indication had not been taken into account.
  • the threshold Tmax would have been greatly exceeded and although additional braking torque would have been obtained, that would have been at the cost of a significantly greater increase in electricity consumption.
  • a sensor 21 is not used for measuring winding temperature Ts.
  • the processor 13 can be programmed to evaluate the temperature Ts in similar manner using an algorithm of the same type as that described above.
  • Ts n and Ts n-1 represent evaluated winding temperatures at instants t n and t n-1 respectively, and where g1 and g2 are two constant coefficients to be determined experimentally as explained above for the other coefficients.
  • resistance varies substantially as a function of temperature and can therefore be used for measuring temperature.
  • the processor 13 is also programmed, in accordance with the invention, to estimate the braking torque that the brake can provide as a function of the parameters V, Tr, Ts and one or more values of the feed setting C.
  • this estimate can be performed with good accuracy using a function of the variables V, Tr, Ts, and C having the form:
  • ⁇ and K0 to K8 are constant coefficients that need to be determined for each model of brake.
  • the exponent ⁇ lies in the range 0.3 to 0.5, the coefficients K0 and K1 are positive, and the coefficients K2 and K3 are negative, while the signs of the other coefficients K4 to K8 can vary from one model to another.
  • the coefficients ⁇ and K0 to K8 can be determined by performing tests on a prototype of the brake. A large number of situations (values of C, V, Tr, and TS) are reproduced on a test bench and the corresponding values of torque Cpl are measured, after which the set of coefficients for equation (3) that provide the best approximation to the results are calculated, e.g. by a digital least-square fit method.
  • the rotor 2 is coupled to a motor that is sufficiently powerful to impose its speed of rotation, and the braking torque is deduced by measuring the reaction force to which the support of the stator 1 is subjected.
  • a sequence of tests performed by imposing constant speed V and a given feed setting can cause the measured braking torque Cpl to vary over time in the manner shown in FIG. 3, with the long-term value of the torque being typically reduced to about one-third of its initial value because of heating.
  • the processor 13 is caused to implement algorithms corresponding to equations (1) and (2) so as to evaluate the temperatures Tr and Ts in real time.
  • the typical appearance of the variation with time of the evaluated armature temperature Tr is as shown by curve I in FIG. 4, for example.
  • the test sequence thus provides a series of quintuplets (Cpl, C, V, Tr, Ts) that are subsequently used for optimizing the choice of coefficients ⁇ , K0 to K8.
  • this temperature can be measured by means of a sensor instead of being evaluated as in the example described in detail above. Under such circumstances, this temperature must also be measured during testing, thereby obtaining variation over time that has the appearance of curve II in FIG. 4, for example.
  • the difference that may exist between curves I and II is due either to errors in the approximation provided by equation (1), or else to errors of measurement which are inevitable given the difficulty of accurately detecting the temperature of the rotating armature. It is important to use the same method of determining Tr during testing and in service since the difference will be greatest at high temperatures, and it is at high temperatures that variations in torque as a function of temperature are greatest.
  • the optimized coefficients ⁇ , K0 to K8 and the data useful for estimation in application of equation (3) are stored in the memory 14 of the control means 12 of each brake of the model that has been tested.
  • the processor 13 can apply equation (3) giving the feed setting C the value that it has determined in the manner explained above for controlling the excitation means 9.
  • This estimate Cpl is delivered via the output interface 15 to an external device 22 serving, for example, to perform centralized management of the various braking resources of the vehicle.
  • the estimate Cpl can also be displayed so that the driver is aware of the effectiveness of braking and takes the necessary steps, where appropriate.
  • the four estimates Cpl1 to Cpl4 are delivered to the external device 22 in addition to the estimate of the actual torque Cpl. Since torque is directly proportional to the variable C in equation (3), it is also possible to supply the device 22 merely with the setting C as established by the processor 13 and the value, e.g. Cpl1, of the estimated torque.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Braking Arrangements (AREA)
  • Dynamo-Electric Clutches, Dynamo-Electric Brakes (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
US08/360,138 1993-12-23 1994-12-20 Eddy current brake equipment with torque estimation Expired - Lifetime US5490584A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9315584 1993-12-23
FR9315584A FR2714546B1 (fr) 1993-12-23 1993-12-23 Ralentisseur à courants de Foucault à estimation de couple.

Publications (1)

Publication Number Publication Date
US5490584A true US5490584A (en) 1996-02-13

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Application Number Title Priority Date Filing Date
US08/360,138 Expired - Lifetime US5490584A (en) 1993-12-23 1994-12-20 Eddy current brake equipment with torque estimation

Country Status (8)

Country Link
US (1) US5490584A (fr)
EP (1) EP0660502B1 (fr)
JP (1) JP3556303B2 (fr)
KR (1) KR950021968A (fr)
AT (1) ATE186426T1 (fr)
CA (1) CA2138707A1 (fr)
DE (1) DE69421507T2 (fr)
FR (1) FR2714546B1 (fr)

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5575359A (en) * 1994-08-18 1996-11-19 Avl Gesellschaft Fur Verbrennungskraftmaschinen Und Messtechnik Mbh. Prof. Dr. Dr. H.C. Hans List Braking device for measuring the torque of an engine
US5895338A (en) * 1997-11-12 1999-04-20 Kohler Co. Engine braking system using alternator stator windings
US6505503B1 (en) 1998-12-21 2003-01-14 Teresi Publications, Inc. Stationary drag racing simulation system
US20030111306A1 (en) * 2001-12-11 2003-06-19 Hitachi Building Systems Co., Ltd. Magnetic brake system and elevator trouble detection system
US6619760B1 (en) * 2002-03-07 2003-09-16 Visteon Global Technologies, Inc. Closed-loop control algorithm for an eddy current braking system
KR100448720B1 (ko) * 2002-05-07 2004-09-13 (주)한국비이피 이시 익사이터 컨트롤러
US8368336B2 (en) 2011-12-19 2013-02-05 Ford Global Technologies, Llc Vehicle system for controlling motor torque
US20130175012A1 (en) * 2010-09-15 2013-07-11 Mitsubishi Electric Corporation Power conversion device, motor including the same, air conditioner having the motor incorporated therein, and ventilation fan having the motor incorporated therein
CN105300708A (zh) * 2015-11-21 2016-02-03 成都科瑞信科技有限责任公司 基于扭矩信号滤波可调的电涡流缓速器测试系统
US10103615B2 (en) 2013-06-20 2018-10-16 Telma Eddy current retarder equipment

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7137673B2 (en) 2003-06-27 2006-11-21 Visteon Global Technologies, Inc. Vehicle yaw stability system and method
JP5023617B2 (ja) * 2006-08-25 2012-09-12 住友金属工業株式会社 渦電流減速装置の制動力推定方法及び推定制動力演算装置、並びに制動力制御装置、渦電流減速装置
JP5606768B2 (ja) * 2010-04-07 2014-10-15 日野自動車株式会社 リターダの制御装置、リターダの制御方法およびリターダの制御装置を有する車両
CN101839782B (zh) * 2010-06-01 2011-08-24 深圳市特尔佳科技股份有限公司 一种电涡流缓速器测试系统及其方法

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US3908141A (en) * 1973-10-15 1975-09-23 Labavia Eddy current retarder
US4203046A (en) * 1977-04-09 1980-05-13 Firma Carl Schenck Aktiengesellschaft Method and apparatus for regulating the brake torque of an eddy current brake
JPS61206829A (ja) * 1985-03-12 1986-09-13 Toyota Motor Corp 磁粉式電磁クラツチの制御方法
JPH01303100A (ja) * 1988-05-30 1989-12-06 Toshiba Corp 車両用渦電流ブレーキ装置
US5054587A (en) * 1987-04-30 1991-10-08 Tokyo-Buhin Kogyo Co., Ltd. Eddy-current brake
EP0466941A1 (fr) * 1990-02-14 1992-01-22 Fujitsu Limited Dispositif electromagnetique de freinage
EP0479674A1 (fr) * 1990-10-05 1992-04-08 Labavia-S.G.E. Perfectionnements aux dispositifs pour mesurer les couples de freinage engendrés par les ralentisseurs électromagnétiques et aux dispositifs de réglage de ces couples
US5143183A (en) * 1990-07-30 1992-09-01 Isuzu Motors Limited Eddy current braking system
US5145038A (en) * 1990-04-28 1992-09-08 Isuzu Motors Limited Eddy current type retarder
US5154623A (en) * 1989-08-30 1992-10-13 Isuzu Motors Limited Eddy current type brake system

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Publication number Priority date Publication date Assignee Title
US3908141A (en) * 1973-10-15 1975-09-23 Labavia Eddy current retarder
US4203046A (en) * 1977-04-09 1980-05-13 Firma Carl Schenck Aktiengesellschaft Method and apparatus for regulating the brake torque of an eddy current brake
JPS61206829A (ja) * 1985-03-12 1986-09-13 Toyota Motor Corp 磁粉式電磁クラツチの制御方法
US5054587A (en) * 1987-04-30 1991-10-08 Tokyo-Buhin Kogyo Co., Ltd. Eddy-current brake
JPH01303100A (ja) * 1988-05-30 1989-12-06 Toshiba Corp 車両用渦電流ブレーキ装置
US5154623A (en) * 1989-08-30 1992-10-13 Isuzu Motors Limited Eddy current type brake system
EP0466941A1 (fr) * 1990-02-14 1992-01-22 Fujitsu Limited Dispositif electromagnetique de freinage
US5145038A (en) * 1990-04-28 1992-09-08 Isuzu Motors Limited Eddy current type retarder
US5143183A (en) * 1990-07-30 1992-09-01 Isuzu Motors Limited Eddy current braking system
EP0479674A1 (fr) * 1990-10-05 1992-04-08 Labavia-S.G.E. Perfectionnements aux dispositifs pour mesurer les couples de freinage engendrés par les ralentisseurs électromagnétiques et aux dispositifs de réglage de ces couples

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Patent Abstracts of Japan, vol. 11, N 44, Feb. 1987 & JP A 61 206 829 (Toyota Motor Corp.) Sep. 1986. *
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Patent Abstracts of Japan, vol. 14, N°99, Feb. 1990 & JP-A-01 303 100 (Toshiba Corp.) Dec. 1989.

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5575359A (en) * 1994-08-18 1996-11-19 Avl Gesellschaft Fur Verbrennungskraftmaschinen Und Messtechnik Mbh. Prof. Dr. Dr. H.C. Hans List Braking device for measuring the torque of an engine
US5895338A (en) * 1997-11-12 1999-04-20 Kohler Co. Engine braking system using alternator stator windings
US6505503B1 (en) 1998-12-21 2003-01-14 Teresi Publications, Inc. Stationary drag racing simulation system
US20030111306A1 (en) * 2001-12-11 2003-06-19 Hitachi Building Systems Co., Ltd. Magnetic brake system and elevator trouble detection system
US6742634B2 (en) * 2001-12-11 2004-06-01 Hitachi Building Systems Co., Ltd. Magnetic brake system and elevator trouble detection system
US6619760B1 (en) * 2002-03-07 2003-09-16 Visteon Global Technologies, Inc. Closed-loop control algorithm for an eddy current braking system
KR100448720B1 (ko) * 2002-05-07 2004-09-13 (주)한국비이피 이시 익사이터 컨트롤러
US20130175012A1 (en) * 2010-09-15 2013-07-11 Mitsubishi Electric Corporation Power conversion device, motor including the same, air conditioner having the motor incorporated therein, and ventilation fan having the motor incorporated therein
US9819297B2 (en) * 2010-09-15 2017-11-14 Mitsubishi Electric Corporation Power conversion device, motor including the same, air conditioner having the motor incorporated therein, and ventilation fan having the motor incorporated therein
US8368336B2 (en) 2011-12-19 2013-02-05 Ford Global Technologies, Llc Vehicle system for controlling motor torque
US10103615B2 (en) 2013-06-20 2018-10-16 Telma Eddy current retarder equipment
CN105300708A (zh) * 2015-11-21 2016-02-03 成都科瑞信科技有限责任公司 基于扭矩信号滤波可调的电涡流缓速器测试系统

Also Published As

Publication number Publication date
FR2714546B1 (fr) 1996-03-01
DE69421507D1 (de) 1999-12-09
ATE186426T1 (de) 1999-11-15
JP3556303B2 (ja) 2004-08-18
DE69421507T2 (de) 2000-06-21
EP0660502B1 (fr) 1999-11-03
EP0660502A1 (fr) 1995-06-28
KR950021968A (ko) 1995-07-26
JPH0819299A (ja) 1996-01-19
FR2714546A1 (fr) 1995-06-30
CA2138707A1 (fr) 1995-06-24

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